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Aviation History
1966
1966 - 0089.PDF
flJGHT International, 13 January 1966 MILITARY VC10 How BAC is Meeting the Requirements of RAF Transport Command FOR several years the Royal Air Force has not unnaturallybeen casting rather covetous eyes at America's long-rangemilitary jet transport fleet. At present Transport Com- mand has an assortment of Comet, Argosy, Britannia, Beverley and Hastings aircraft, none of which can match the long range, speed or productivity of Military Airlift Command's C-135s. This is the gap that the Military VC10 will fill. BAC is to supply 14 aircraft of this type to Transport Com- mand, which will use them mainly for mixed passenger/freight operations. The Military VC10 has the Standard VC10 fuselage, Kiichmann wing-tips and the Super VC10 wings, fin, under- carriage and engines. Super VClOs could have been supplied but would not have been as useful, because Transport Com- mand has to operate into places such as Aden and Singapore, from which even the Super VC10 is not able to operate at maximum gross weight all the time. Thus the Super would carry less payload out of these places, and more airframe weight, than would the Standard. As befits a military aeroplane, the RAF VC10 needs to be able to go anywhere where there is a runway big enough to take it, and this is why it is fitted with an auxiliary power unit. The APU—a Bristol Siddeley Artouste—is fitted in a fairing at the very rear of the tail cone. In-flight refuelling will become standard practice on the RAF VClOs, which will be fitted with a central nose probe; two small spotlights will illuminate the probe/drogue for night refuelling. All tanks are refuelled through the centre tank. Though this aircraft has the Standard fuselage it does have the "wet" fin of the Super VC10. Versatile Accommodation The type will have three roles—namely, passenger, freighter, and aero-medical evacuation. Peculiarly enough, obtaining a satisfactory passenger configuration presented the most diffi- culty. This is because the RAF needs to carry 150 equipped soldiers and their luggage; the problem was one of floor- space. It was finally decided to omit the forward galley, though it remains to be seen whether the maximum of seven cabin staff will be able to function efficiently with the rear galley alone. Provision has, however, been made to restore the forward galley; and this may eventually be necessary, as the aircraft will be used for both trooping and family carrying. The six-abreast seats will face rearwards and the pitch may be changed according to needs; the standard layout is for 33in to 35in pitch. AH seats are fitted to standard rails which permit a variety of seating arrangements. Baggage is stowed in the lower freight holds and in luggage racks. Full survival equipment is carried, with dinghies stowed in the roof at each end of the cabin. In addition to the passenger and service doors, two emergency exits are positioned over the wing on each side. One novel cabin feature is the movable bulkhead, which can be placed at any point along the cabin according to the Passenger/freight ratio; it is not of full height, there being a gap of 20in at the bottom. The roles of passenger aircraft and freighter can be switched •n as long as it takes to remove the seats and fit the roller- track boards—a matter of half an hour. Freight lashing points, jessed to a 10,0001b pull in any direction, are provided on a grid on the floor. A big door, as fitted to BUA's VClOs, i Provided in the port forward fuselage, and this is used for reignt loading. A small protruding sill, which is stowed in the "go compartment during flight, is bolted to the lower lip tne door during loading and unloading operations. This cranes to place loads on the sill for manhandling into 59 the aircraft. If the sill is bumped by a vehicle, it flips up to prevent damage and gives protection to the fuselage. The only other change needed for conversion to freighting is to remove a portion of the hat-rack by the big door; this is done by removing two bolts. The remainder of the hat-rack is then lifted up to go against the roof and reveal the upper lashing points (stressed for 2,5001b), which are at the "root" of the rack. When the rack is lowered the upper lashing points are covered, thus preventing passengers from sticking such objects as fingers and chewing gum into them. Lower lashing points are provided every 40in on the floor, which is sealed against chemicals (particularly hydraulic fluid). The floor is of machined construction, to take the high loads which may be imposed upon it, and will take 1,0001b point loads on any square inch. It may be loaded uniformly over the whole area to 1351b/sq ft, or to 2601b/sq ft evenly spread over the outer thirds. Such vehicles as Land-Rovers and Ferret scout cars can easily be carried. A roller freight-handling system may be secured at the lashing points to permit the carriage of palletised freight with the normal maximum load of 8,0001b per pallet (size 88in x 96in); a new 88in by 108in 10,0001b pallet is being developed. A maximum payload of 59,0001b can be carried. Dimensions: Overall length, including refuelling probe, 166ft; span, 146ft; height, 40ft. Powerplant: Four Rolls-Royce Conway Mk 301 (RCo.43) turbojet* of 22,5001bstatic thrust each. Weights: Gross, 323,0O0lb; basic operating empty, 146,0001b; maximum usablefuel, 150,0001b; maximum payload, 59,8001b. Freight Stowage: main cabin, 5,620 cu ft; underfloor forward, 535 cu ft; underflooraft, 815 cu ft. Performance: Cruising speed, 450kt; top speed, Mach 0.86; take-off at ISA + 20°C.and 323.0001b; balanced field length, 9,750ft; range at gross weight, 3,185 n.m. range with 24,0001b payload, 4,665 n.m. In the aero-medical evacuation role the main cafoin will take up to 78 stretcher cases in three rows and three tiers, and six medical and two cabin attendants. Therapeutic power points are provided in the starboard wall just aft of the front toilet. Again, mixed ambulance/passenger combinations will be possible; the movable screen will be positioned between the passengers and patients. The stretcher posts are designed to attach directly to the lashing points on the floor and two are always carried in the rear freight hold. The RAF has had a liaison team led by Sqn Ldr Brian Taylor at BAC for the last two and a half years. This team has had the task of putting the VC10 into uniform, and of smoothing the problems of its introduction into service. One of the differences the Military VC10 crew (captain, co-pilot, navigator and flight engineer) will notice will be the slight re-arrangement of the navigator's and flight engineer's stations. The former also has the extra equipment necessary for opera- tions off the normal civil routes. Provision is made for another crewman if needed. The Military VC10 carries the following electronics equipment: HF, VHF, weather radar, Doppler radar, TACAN, polar flight-path compass, flight director, autopilot, fuel gauging system, air data system, intercom and public address system. BAC is doing a limited flight test programme which has o far included a preliminary assessment and work-up. Stalls have been investigated for all conditions of flap and slat and the auxiliary power unit is now almost cleared for use. No route proving is required, though the aircraft will go for the usual hot-and-high overseas performance trials. The first two will go to the A & AEE Boscombe Down for 30hr of MoA assessment The RAF is already highly pleased with the aircraft, which will considerably increase Transport Command's capacity and efficiency. As the Military VC10 can carry its maximum load of 59,0001b for 3,185 n.m. and can be refuelled in flight further to extend its range, its usefulness is obvious. It can remain aloft for 17hr, with oil capacity as the limiting factor. Deliveries will begin in August this year and should be com- plete by December 1967, all aircraft being in service by early 1968. Overleaf: "Flight" drawings of the Military VCI0
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